Results
2010-23-27: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: An A340-642 operator reported [fault messages "Main Fuel Pump 4'' and "Eng 4 Stall/Surge''] * * * and finally the engine had an auto shutdown [along] with [fault message "Engine 4 Fail''] * * *. * * * * * Simultaneous loss of at least two Main Pumps along with other potential failures related to the in-service event may lead to a dual engine loss. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
87-17-03: 87-17-03 MCDONNELL DOUGLAS: Amendment 39-5704. Applies to McDonnell Douglas Model DC-9-81, -82, and -83 series airplanes, fuselage numbers 909 through 1208, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo preclude the potential of main landing gear wheel assembly separation from the airplane, accomplish the following: \n\n\tA.\tWithin 6 months after the effective date of this AD, inspect the main landing gear axle nut retainer in accordance with the accomplishment instructions of McDonnell Douglas Corporation Alert Service Bulletin A32-206 Revision 1, dated July 18, 1986, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. Any retainer assembly found to be improperly installed must be replaced prior to further flight, in accordance with the service bulletin. \n\n\tB.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-L65 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis Amendment becomes effective September 13, 1987.
86-05-06: 86-05-06 BOEING: Amendment 39-5244. Applies to all Model 757-200 series airplanes listed in Boeing Service Bulletin 757-27-0057, Revision 1, dated October 17, 1985, certificated in any category. \n\n\tTo eliminate the possibility of the elevator forward override mechanism becoming jammed, accomplish the following, unless already accomplished: \n\n\tA.\tWithin the next 60 days after the effective date of this AD, remove and replace the elevator control forward override assembly cam with a revised cam in accordance with Boeing Service Bulletin 757-27-0057, Revision 1, dated October 17, 1985, or later FAA- approved revision. \n\n\tB.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modifications required by this AD. \n\n\tAll persons affected by this proposal who have not already received the appropriate service document from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective April 10, 1986.
91-21-10: 91-21-10 BOEING: Amendment 39-8057. Docket No. 91-NM-76-AD. \n\n\tApplicability: Model 767 series airplanes, Groups 1, 2, and 3, as listed in Boeing Alert Service Bulletin 767-27A0095, Revision 3, dated May 23, 1991; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent uncommanded asymmetric movement of the leading edge slats due to failure of the No-Back brake combined with disconnect of the torque tube, accomplish the following: \n\n\t(a)\tFor Group 1 and 2 airplanes with leading edge slat offset gearbox No-Back brakes that have not been reworked prior to the effective date of this AD to limit the amount of grease used in the offset gearbox, in accordance with the Accomplishment Instructions, Part V, Offset Gearbox Inspection and Interim Rework, of Boeing Alert Service Bulletin 767-27A0095, Revision 1, dated February 22, 1990; Revision 2, dated January 31, 1991; or Revision 3, dated May 23, 1991: \n\n\t\t(1)\tWithin 2,000 flight hours after the effective date of this AD and thereafter at intervals not to exceed 3,000 flight hours, conduct a torque tube and overtravel stop inspection of the inboard and outboard leading edge slat drive system in accordance with the Accomplishment Instructions, Part I, of Boeing Alert Service Bulletin 767-27A0095, Revision 3, dated May 23, 1991. Repair or replace failed parts at the time specified in, and in accordance with, the instructions provided in, Parts I, II, III, IV, VI, and VII of that service bulletin, as applicable. \n\n\t\t(2)\tWithin 18 months after the effective date of this AD, replace all inboard and outboard leading edge slat offset gearboxes with modified offset gearboxes in accordance with the Accomplishment Instructions, Part VII, of Boeing Alert Service Bulletin 767-27A0095, Revision 3, dated May 23, 1991. Accomplishment of this modification constitutes terminating action for the requirements of paragraph (a)(1) of this AD. \n\n\t(b)\tFor all Group 3airplanes and for those Group 1 and 2 airplanes on which the leading edge slat offset gearbox No-Back brakes have been reworked prior to the effective date of this AD to limit the amount of grease used in the offset gearbox, in accordance with the Accomplishment Instructions, Part V, Offset Gearbox Inspection and Interim Rework, of Boeing Alert Service Bulletin 767-27A0095, Revision 1, dated February 22, 1990; Revision 2, dated January 31, 1991; or Revision 3, dated May 23, 1991: Within 24 months after the effective date of this AD, replace all inboard and outboard leading edge slat offset gearboxes with modified offset gearboxes in accordance with the Accomplishment Instructions, Part VII, of Boeing Alert Service Bulletin 767-27A0095, Revision 3, dated May 23, 1991. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA,Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\t(e)\tThe modification and inspection requirements shall be done in accordance with Boeing Alert Service Bulletin 767-27A0095, Revision 3, dated May 23, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington,D.C. \n\n\tThis amendment (39-8057, AD 91-21-10) becomes effective on November 29, 1991.
2010-10-17: We are adopting a new airworthiness directive (AD) to supersede Airworthiness Directive (AD) 2006-17-01, AD 2006-15-07, AD 2000-02-25, and AD 97-25-02, which applies to certain Mitsubishi Heavy Industries, Ltd. (MHI) various Models MU-2B airplanes. An FAA MU-2B safety evaluation resulted in the standardization of the MU-2B specific training and the FAA-accepted pilot operating checklists through a special Federal aviation regulation (SFAR). MHI revised the airplane flight manuals (AFMs) to align them with the information in that training and the checklists. In addition, incorporating all AFM revisions up to and including this latest AFM revision will incorporate all AFM compliance actions required by the four above-mentioned ADs. This AD would retain from AD 2006-17-01 the inspection of the engine torque indication system and possible recalibration of the torque pressure transducers and would require incorporating all revisions up to and including the latest revisions of the AFM. We are issuing this AD to correct inconsistencies in critical operating procedures between the MU-2B specific training, the FAA-accepted pilot operating checklists, and the AFMs, which, if not corrected, could result in the pilot inadvertently taking inappropriate actions in critical operating conditions.
2010-23-17: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: This Airworthiness Directive (AD) results from reports of cracks in the engine crankcase. Austro Control GmbH (ACG) addressed the problem by issuing AD No 107R3 which was superseded by ACG AD A- 2004-01. The present AD supersedes the ACG AD A-2004-01. On one hand, introduction by Rotax of an optimized crankcase assembly has permitted to reduce applicability of the new AD, when based on engines' serial numbers (s/n). On the other hand, applicability is extended for some engines that may have been fitted with certain crankcase s/n, supplied as spare parts. In addition, accomplishment instructions given through the relevant Service Bulletins (SB) havebeen detailed to better locate engine's areas that are to be scrutinised. We are issuing this AD to require actions to correct the unsafe condition on these products.
96-02-04: This amendment adopts a new airworthiness directive (AD) that is applicable to Franklin Model 6A4-150-B3 and 6A4-165-B3 reciprocating engines, installed on the following U.S. registered aircraft: N6209M, N74231, and N752C. This action supersedes priority letter AD 94-14-11 that currently requires engines certified to operate on 91 octane or higher avgas to undergo a teardown and analytical inspection for detonation damage, and engines certified to operate on 80 octane avgas to undergo inspection for evidence of possible internal engine damage. This action revises incorrect engine model numbers listed in the priority letter AD. This amendment is prompted by updated information that has identified the correct engine model numbers. The actions specified by this AD are intended to prevent detonation due to low octane, which can result in severe engine damage and subsequent failure.
2010-06-02: We are adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Corporation Model G58 airplanes. This AD requires inspecting the installation of stand-off hardware between the heater fuel line and the heater over-temperature sensor wires and also brake reservoir tubing and the heater fuel pump wiring for minimum clearance and installing acceptable stand-off hardware if stand-off hardware is missing or inadequate. This AD results from reports received of a power wire shorting out on the brake reservoir tube. We are issuing this AD to detect and correct inadequate clearance of the brake reservoir tubing and the heater fuel pump wiring, which could result in chafing and shorting out of the electrical wiring and chafing of the tubing carrying flammable fluids. This condition could lead to a fire in the nose wheel well.
78-11-07: 78-11-07 BOEING: Amendment 39-3228 as amended by Amendment 39-3268. Applies to Boeing Model 727 series airplanes, certificated in all categories, with horizontal stabilizer jackscrew gimbal support fittings, P/Ns 65-17435-3 and -4. Compliance required as indicated. To detect cracks in the horizontal stabilizer jackscrew gimbal support fittings, accomplish the following: \n\n\tA.\tWithin the next 750 flight hours time-in-service after the effective date of this AD or prior to November 15, 1978, whichever occurs first, unless accomplished within the last 750 flight hours time-in-service or since January 15, 1978, inspect the horizontal stabilizer jackscrew gimbal support fittings for cracking in accordance with paragraph B of this AD. Reinspect per paragraph C of this AD. \n\tB.\t1. Inspect the two (2) lugs of the horizontal stabilizer jackscrew gimbal support fittings, P/N 65-17435-3(LH) and -4(RH), (4 lugs total), which attach to the jackscrew support arms, in accordance with one ofthe following: \n\t\t\ta.\tEddy current inspection, with the jackscrew support arms removed, as specified in Boeing Alert Service Bulletin No. 727-55-A73, or later FAA approved revisions, or \n\t\t\tb.\tLow frequency eddy current inspection, with the jackscrew support arms installed, as specified in Boeing Alert Service Bulletin No. 727-55-A73, or later FAA approved revisions, or \n\t\t\tc.\tA procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t\t2.\tVisually inspect the remaining exposed portions of the fittings not applicable to paragraph B.1 above. \n\tC.\tRepeat the inspections per paragraph B of this AD at intervals of either 1 or 2 below, as applicable: \n\t\t1.\t1,500 flight hours time-in-service or nine (9) months from the last inspection whichever occurs first, or \n\t\t2.\t3,000 flight hours time-in-service or eighteen (18) months from the last inspection, whichever occurs first, if the fittings have been reworked in accordance with Boeing Alert ServiceBulletin No. 727-55-A73, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tD.\tCracked parts are to be replaced or repaired prior to further flight in accordance with Boeing Alert Service Bulletin No. 727-55-A73, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tE.\tTerminating action of this AD consists of replacement of the horizontal stabilizer jackscrew gimbal support fittings (2) with 7075-T73 aluminum alloy material fittings, Boeing P/N 65-17435-5/-6, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tF.\tAirplanes may be flown to a maintenance base for repairs or replacement in accordance with FAR 21.197, subject to prior approval by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tG.\tRequests for adjustments of the inspection threshold and intervals in this AD should be made directly to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Such requests should contain substantiating data to justify the increase. \n\tAll persons affected by this directive who have not already received the service bulletin from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tAmendment 39-3228 became effective July 5, 1978. \n\tThis amendment 39-3268 becomes effective August 16, 1978.
91-24-11 R1: 91-24-11 R1 BOEING: Amendment 39-8175. Docket No. 91-NM-114-AD. Revises AD 91- 24-11, Amendment 39-8097. \n\n\tApplicability: Model 727 series airplanes, line numbers 001 through 875, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent failure of the body station (BS) 870 terminal fitting and depressurization of the airplane, accomplish the following: \n\n\t(a)\tPrior to the accumulation of 25,000 total flight cycles or within the next 3,000 flight cycles after the effective date of this AD, whichever occurs later, conduct visual, eddy current, and ultrasonic inspections of the body station (BS) 870 terminal fitting for cracks and web separations, in accordance with Figure 1 of Boeing Service Bulletin 727-53-0194, dated November 8, 1990. During the initial inspection, rework uncracked fastener holes and install oversized fasteners, in accordance with Figure 1 of the service bulletin. Removal of weather caulking material from the fuselage skin butt splice cavity, as shown in Figure 1 of the service bulletin, is not required by this AD. \n\n\t(b)\tIf cracks or separations are found, prior to further flight, repair the BS 870 terminal fitting in accordance with Boeing Service Bulletin 727-53-0194, dated November 8, 1990. After repairs, repeat the inspection requirements of paragraph (a) of this AD as follows: \n\n\t\t(1)\tFor airplanes on which outboard flange cracks are removed by oversizing the fastener holes, repeat the inspections at intervals not to exceed 6,000 flight cycles or 3 years, whichever occurs first. \n\n\t\t(2)\tFor airplanes on which the external doubler is used to repair only outboard flange cracks, repeat the inspections at intervals not to exceed 6,000 flight cycles or 3 years, whichever occurs first. \n\n\t\t(3)\tFor airplanes on which the external doubler is used to repair either web separations, or web separations and outboard flange cracks, repeat the inspections at intervals not toexceed 3,000 flight cycles or 18 months, whichever occurs first. \n\n\t(c)\tIf no cracks or separations are found, repeat the inspection requirements of paragraph (a) of this AD at intervals not to exceed 6,000 flight cycles or 3 years, whichever occurs first. \n\n\t(d)\tThe partial replacement of the body station (BS) 870 terminal fitting in accordance with Boeing Service Bulletin 727-53-0194, dated November 8, 1990, constitutes terminating action for the inspection requirements of this AD, for the replaced portion of the fitting. Unreplaced portions must continue to be inspected in accordance with this AD. \n\n\t(e)\tThe complete replacement of the body station (BS) 870 terminal fitting in accordance with Boeing Service Bulletin 727-53-0194, dated November 8, 1990, constitutes terminating action for the inspection requirements of this AD. \n\n\t(f)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(g)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\t(h)\tThe inspection and repair requirements shall be done in accordance with Boeing Service Bulletin 727-53-0194, dated November 8, 1990. This incorporation by reference was previously approved by the Director of the Federal Register as of January 7, 1992 (56 FR 61354), in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(i)\tThis amendment (39-8175), AD 91-24-11 R1, is effective on January 7, 1992.
2010-23-20: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires inspecting certain serial number (S/N) gas generator turbine (GGT) shafts for nonconforming land balance-cuts, and if found, removing the shaft from service. This AD was prompted by reports of a manufacturing quality problem. We are issuing this AD to detect nonconforming GGT shaft land balance-cuts, which could result in the shaft failing before its published life limit, and which could result in an uncontained engine failure and damage to the airplane.
80-04-07: 80-04-07 BEECH: Amendment 39-3694. Applies to the following airplanes certificated in all categories: \n\n\nModel\nSerial Number \n60\nP-4 through P-122 and P-124 through P-126 \nA60\nP-123, P-127 through P-246 \nB60\nP-247 through P-519, P-521 and P-522 \n\t\t\n\tCompliance: Required as indicated unless already accomplished in accordance with the corresponding emergency AD dated November 30, 1979. \n\n\tTo assure structural integrity of the attachment of the left and right outboard wing panel to the wing center section, even though AD 76-25-04 and the emergency AD dated November 24, 1979, both on this same subject, have already been complied with, accomplish the following: \n\n\tA)\tPrior to the next flight: \n\n\t\t1.\tOn airplanes having Serial Numbers P-486 through P-519, P-521 and P- 522: \n\n\t\t\ta.\tRemove, and prior to approving the airplane for return to service reinstall, the wing attach fitting cover plates located on the bottom of the left and right wing at the front spar inboardof the engine nacelles. \n\n\t\t\tb.\tUsing a light and mirror, visually inspect the Part Number 42FLW-1414 nut, located in the left and right outer wing panel to wing center section attach fittings on the wing front spar lower cap, for splitting or cracking. Replace any cracked or split nuts, in accordance with instructions in Paragraph A.2. of this Airworthiness Directive (AD), with new Part Number FN22M-1414, FN22-1414 or 72789-1414 nuts obtainable from Beech Aircraft Corporation or accomplish Paragraph A.2.a., b., c. and d. below. \n\n\tNOTE: A crack, if existing, will most likely be oriented parallel to the nut wrenching serrations. \n\n\t\t\tc.\tReview the airplane maintenance records and, if there is any entry showing that the left or right outboard wing panel has been removed or replaced, or that the Part Number 42FLW-1414 nuts have been loosened, replace the nuts in accordance with Paragraph A.2.a., b., c. and d. of this AD. \n\n\t\t\td.\tUnless accomplished during compliance with Paragraphs A.1.b. or A.1.c. above, within (1) 200 hours time-in-service or, (2) 6 months after the date of the issuance of this AD, whichever occurs first: \n\n\tComply with Paragraphs A.2.a., b., c. and d. of this AD as set forth below. \n\n\t\t2.\tOn airplanes having Serial Numbers P-4 through P-485: \n\n\t\t\ta.\tRemove, and prior to approving the airplane for return to service reinstall, the wing attach fitting cover plates located on the bottom of left and right wing at the front spar inboard of the engine nacelles. \n\n\t\t\tb.\tAssure that the radii on the outer circumference of the washers, next (adjacent) to the wing attachment fitting in the outer wing panel and in the wing center section, are facing (adjacent to) the radius in the end of the wing fitting recess. If a radius is not oriented as shown in Figure 1 of this AD, contact Beech Service Department at telephone number (316) 681-7601 or 681-8495 for rework disposition. If oriented properly, proceed to Paragraph A.2.c. \n\n\t\t\tc.\tRemove the 42FLW-1414 nut, 60-100019 washer, and 60- 100024 spacer and return to Beech Aircraft Corporation with airplane identification. Inspect the surface of the outboard wing attach fitting for condition in the washer seat area. If any scoring or coining of the fitting is noted, contact Beech Aircraft Corporation Service Department (316) 681- 7601 or 681-8495 for rework disposition. If the condition of the fitting is satisfactory, clean and lubricate the bolt threads with General Electric G322L Silicone Lubricant or Locktite Corporation Anti-Seize Compound per MIL-A-907 and install torque indicating washer assembly P/N 61475- 14-43.5, and nut P/N FN22-1414, FN22M-1414, or 72789-1414 per Figure 1. While the airplane is on jacks, tighten the nut until the inner center ring washer compresses so that the center outer ring washer will no longer turn with finger pressure. Torque wrench reading not necessary. \n\n\tCaution: Lubrication of threads not permitted at any other wing to fuselage attachments. \n\n\t\t\td.\tBetween 95 and 105 hours' time-in-service after nuts are installed in accordance with Paragraph A.2.c of this AD, check the center outer ring of the washer with finger pressure. If the ring turns, place the airplane on jacks and tighten the nut until the ring no longer turns. Bolts and nuts are thereafter reusable, but do not reuse the P/N 61475- 14-43.5 washer assembly after being loaded. \n\n\tB)\tAny affected airplanes which complied with Emergency Airworthiness Directive Letter dated November 24, 1979, by (1) satisfactory completion of inspections required by Paragraph A.2.a. and A.2.b. of that AD without installation of new nuts or, (2) installation of new Part Number FN22M-1414, FN22-1414 or 72789-1414 nuts without installation of the P/N 61475-14-43.5 preload indicating torque washer assembly and anti-seize compound must comply with Paragraph A.2.a., b., c. and d. of this AD within the next 200 hours in service, or 6 months after the date of issuance of thisAD, whichever occurs first. \n\n\tAny new Part Number FN22M-1414, FN22-1414 or 72789-1414 nuts, installed during compliance with the November 24, 1979, emergency AD on this same subject may be reused when complying with this paragraph of this AD. \n\n\tC)\tWithin 24 hours after finding any cracking or splitting of a nut or any discrepancy concerning washer position, report same to Federal Aviation Administration (FAA) at telephone (316) 942-4219. Collect calls will be accepted for these reports. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) Failure to comply with this paragraph subjects owners/operators to agency enforcement action. \n\n\tD)\tA special flight permit, in accordance with FAR 21.197, for one flight up to 5 hours duration is permitted provided the visual inspection set forth in Paragraph A.1.b. of this AD is accomplished prior to issuance of the permit. \n\n\tE)\tAny equivalent method of compliance with this AD must be approved by the Chief, Wichita Engineering and Manufacturing District Office, Federal Aviation Administration, Room 238, Terminal Building, Mid-Continent Airport, Wichita, Kansas 67209, telephone (316) 942-4285. \n\n\tBeech Aircraft Corporation's Executive Airplane Service Communique Number 46 dated November 27, 1979, and Beechcraft Service Instructions No. 1100 pertain to this matter. \n\n\tThis AD supersedes AD 76-25-04, Amendment 39-2787. \n\n\tThis Amendment 39-3694 becomes effective on February 16, 1980, to all persons except those to whom it has already been made effective by an airmail letter from the FAA dated November 30, 1979.
2010-05-11: We are adopting a new airworthiness directive (AD) for certain Model 747-100, 747-200B, 747-300, and 747SR series airplanes. This AD requires installation of a closeout panel and moisture curtains for the main equipment center. This AD results from a report of water contamination in the electrical and electronic units in the main equipment center. We are issuing this AD to prevent the malfunction of one or more electrical and electronic units in the main equipment center, which could adversely affect the airplane's continued safe flight.
96-01-05: This amendment adopts a new airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-9 and C-9 (military) series airplanes, that requires replacement, inspection, and modification of the attach fittings of the main landing gear (MLG). This amendment is prompted by reports of severe structural damage and rupture of the integral fuel tank due to overload of the MLG caused by adverse landing conditions. The actions specified by this AD are intended to minimize the possibility of primary structural damage and rupture of the integral fuel tank due to overload of the MLG; these conditions could lead to fuel spillage and a resultant fire.
90-18-04: 90-18-04 BOEING: Amendment 39-6714. Docket No. 89-NM-211-AD. \n\n\tApplicability: All Model 767-200 and -300 series airplanes on which Production Revision Record (PRR) B-11777 has not been incorporated, certificated in any category. \n\n\tCompliance: Required within 18 months after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent loss of stabilizer trim and decreased pitch control authority, accomplish the following: \n\n\tA.\tFor airplanes identified in Boeing Alert Service Bulletin 767-29A0039, dated May 11, 1989: Install the hydraulic power transfer unit system with its associated components in accordance with the procedures outlined in that service bulletin, or Revision 1, dated November 2, 1989. \n\n\tB.\tFor all other airplanes: Install a hydraulic power transfer unit system with its associated components in accordance with the procedures approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate; or in accordance with Boeing Alert Service Bulletin 767-29A0039, Revision 1, dated November 2, 1989. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at theFAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW, 5th Floor, Renton, Washington, or Seattle Aircraft Certification Office, 1601 Lind Avenue SW, 2nd Floor, Renton, Washington. \n\n\tThis amendment (39-6714, AD 90-18-04) becomes effective on October 9, 1990.
96-01-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) T96-01-51 that was sent previously to all known U.S. owners and operators of certain Boeing Model 747-100 and -200 airplanes by individual telegrams. This AD requires repetitive inspections of the latch safety pins of the main deck side cargo door to ensure that the door is securely latched and locked; it also requires deactivation of certain panel lights and installation of a placard to indicate such deactivation. This amendment is prompted by a report of a malfunction of the safety interlock system of the main deck side cargo door on one airplane. The actions specified by this AD are intended to prevent such malfunctions, which could result in the opening of the main deck side cargo door while the airplane is in flight, and subsequent rapid decompression of the airplane.
91-07-15: 91-07-15 McDONNELL DOUGLAS: Amendment 39-6961. Docket No. 90-NM-242-AD. \n\n\tApplicability: All Model DC-10-15, -30, -30F, and KC-10A (Military) series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the failure of the engine forward mount truss assembly on pylons 1 and 3, accomplish the following: \n\n\tA.\tPrior to the accumulation of 9,000 landings or 30,000 flight hours, whichever occurs first, or within 20 days after June 22, 1989 (the effective date of Amendment 39-6235, AD 89-13-01), whichever occurs later, conduct an eddy current inspection of the engine forward mount truss assembly on pylons 1 and 3, in accordance with Paragraph 2, "Accomplishment Instructions," of McDonnell Douglas Alert Service Bulletin No. A54-99, Revision 1, dated March 31, 1989; or Revision 2, dated July 17, 1990 (hereafter referred to as A54-99). Conduct subsequent inspections in accordance with the subparagraph applicable to the condition detected. \n\n\t\t1.\tIf no crack indications are found in either horizontal flange, conduct repetitive eddy current inspections in accordance with A54-99 at intervals not to exceed 2,000 landings or 6,000 flight hours, whichever occurs first. \n\n\t\t2.\tIf a single crack indication in one bolt hole of the horizontal flange is found with no crack indication extending out from under the AUB7013-1 angle, and there are no crack indications in the opposite fitting, accomplish the following: \n\n\t\t\ta.\tConduct repetitive eddy current inspections in accordance with A54-99 at intervals not to exceed 500 flight hours; \n\nand \n\n\t\t\tb.\tPrior to the accumulation of 500 landings or 2,000 flight hours, whichever occurs first, after the initial detection of a crack, accomplish one of the following: \n\n\t\t\t\t(1)\tInstall SR10540003-3 Rev. A. or B. strap on the horizontal flange of the cracked AUB7000-501 truss fitting, or install SR10540003-4 Rev. A. or B. strap on the horizontal flange of the cracked AUB7000-502 truss fitting, as applicable, in accordance with A54-99. After installation of the strap, conduct repetitive eddy current inspections in accordance with A54-99 at intervals not to exceed 1,000 flight hours to monitor crack propagation; \n\nor \n\n\t\t\t\t(2)\tEnlarge the diameter of the fastener hole to remove the crack indication and install new fasteners in accordance with A54-99. \n\n\t\t\t\t\t(a)\tIf the crack indication is eliminated, conduct repetitive eddy current inspections in accordance with A54-99 of the repaired truss fitting for cracks in the forward horizontal flange attaching bolt holes at intervals not to exceed 1,500 landings or 4,500 flight hours, whichever occurs first. \n\n\t\t\t\t\t(b)\tIf the crack indication still exists in the truss fitting after enlarging the fastener hole, install SR10540003-3 Rev. A. or B. strap on the horizontal flange of the AUB7000-501 truss fitting, or install SR10540003-4 Rev. A. or B. strap on the AUB7000-502 truss fitting, as applicable, in accordance with A54-99. After installation of the strap, conduct repetitive eddy current inspections in accordance with A54-99 at intervals not to exceed 1,000 flight hours to monitor crack propagation. \n\n\t\t3.\tIf a single crack indication in one bolt hole is found in the horizontal flange with the crack extending out from under the AUB7013-1 angle, but not beyond the tangent point of the fillet radius to the vertical flange, as shown on Figure 2 (Condition III) of A54-99, and there are no crack indications in the opposite fitting, accomplish the following: \n\n\t\t\ta.\tPrior to further flight, install SR10540003-3 Rev. A. or B. strap on the horizontal flange of the cracked AUB7000-501 truss fitting, or install SR10540003-4 Rev. A. or B. strap on the horizontal flange of the cracked AUB7000-502 truss fitting, as applicable, in accordance with A54-99; \n\nand \n\n\t\t\tb.\tAfter installation of the strap, conduct repetitive eddy current inspections in accordance with A54-99 at intervals not to exceed 250 flight hours to monitor crack propagation. \n\n\t\t4.\tIf multiple crack indications in the bolt holes are found in the horizontal flange, with no crack extending out from under the AUB7013-1 angle, and there are no crack indications in the opposite fitting, accomplish one of the following: \n\n\t\t\ta.\tPrior to further flight, install SR10540003-3 Rev. A. or B. strap on the horizontal flange of the cracked AUB7000-501 truss fitting, or install SR10540003-4 Rev. A. or B. strap on the horizontal flange of the cracked AUB7000-502 truss fitting, as applicable. After installation of the strap, conduct repetitive eddy current inspections in accordance with A54-99 at intervals not to exceed 1,000 flight hours to monitor crack propagation; \n\nor \n\n\t\t\tb.\tPrior to further flight, enlarge the diameter of the fastener holes to remove the crack indications and install new fasteners in accordance with A54-99. \n\n\t\t\t\t(1)\tIf the crack indications are eliminated, repetitively inspect the repaired truss fitting for cracks in the forward horizontal flange attaching bolt holes in accordance with A54-99 at intervals not to exceed 1,500 landings or 4,500 flight hours, whichever occurs first. \n\n\t\t\t\t(2)\tIf the crack indications still exist in the truss fitting after enlarging the fastener holes, install SR10540003-3 Rev. A. or B. strap on the horizontal flange of the AUB7000-501 truss fitting, or install SR10540003-4 Rev A. or B. strap on the AUB7000-502 truss fitting, as applicable. After installation of the strap, conduct repetitive eddy current inspections in accordance with A54-99 at intervals not to exceed 1,000 flight hours to monitor crack propagation. \n\n\t\t5.\tIf multiple crack indications in the bolt holes are found in the horizontal flange with a crack extending out from under the AUB7013-1 angle, but not progressing beyond the tangent point of the fillet radius to the vertical flange, as shown in Figure 2 (Condition V) of A54-99, and thereare no crack indications in the opposite fitting, accomplish the following: \n\n\t\t\ta.\tPrior to further flight, install SR10540003-3 Rev. A. or B. strap on the horizontal flange of the cracked AUB7000-501 truss fitting, or install SR10540003-4 Rev. A. or B. strap on the horizontal flange of the cracked AUB7000-502 truss fitting, as applicable, in accordance with A54-99; \n\nand \n\n\t\t\tb.\tAfter installation of the strap, conduct repetitive eddy current inspections in accordance with A54-99 at intervals not to exceed 250 flight hours to monitor crack propagation. \n\n\t\t6.\tIf a crack is found to have extended out from under the AUB7013-1 angle in the horizontal flange, through the fillet radius into the vertical flange, as shown in Figure 2 (Condition VI) of A54-99: Prior to further flight, replace the cracked/repaired truss fitting with a new fitting and continue inspections in accordance with this AD. \n\n\t\t7.\tIf cracks are found in both horizontal flanges of the AUB7000 truss fittings, accomplish the following: \n\n\t\t\ta.\tPrior to further flight, replace at least one of the cracked/repaired truss fittings with a new fitting and continue inspections in accordance with the subparagraph applicable to the condition remaining; \n\nor \n\n\t\t\tb.\tPrior to further flight, enlarge the diameter of the fastener holes to remove the crack indications; install new fasteners in accordance with A54-99; and accomplish the following, as appropriate: \n\n\t\t\t\t(1)\tIf the crack indications are eliminated, repetitively inspect the repaired truss fitting for cracks in the forward horizontal flange attaching bolt holes in accordance with A54-99 at intervals not to exceed 1,500 landings or 4,500 flight hours, whichever occurs first. \n\n\t\t\t\t(2)\tIf the crack indications still exist in a single truss fitting after enlarging the fastener holes, install SR10540003-3 Rev. A. or B. strap on the horizontal flange of the AUB7000-501 truss fitting, or install SR10540003-4 Rev. A. or B. strap on the AUB7000-502 truss fitting, as applicable, in accordance with A54-99. After installation of the strap, conduct repetitive eddy current inspections in accordance with A54-99 at intervals not to exceed 1,000 flight hours to monitor crack propagation. \n\n\t\t\t\t(3)\tIf crack indications still exist in both fittings after enlarging fastener holes, install SR10540003-3 Rev. A. or B. strap on the horizontal flange of the cracked AUB7000-501 truss fitting, and install SR10540003-4 Rev. A. or B. strap on the horizontal flange of the cracked AUB7000-502 truss fitting, in accordance with A54-99; \n\n\t\t\t\t\t(a)\tAfter installation of the straps, conduct repetitive eddy current inspections in accordance with A54-99 at intervals not to exceed 500 flight hours to monitor crack propagation. \n\n\t\t\t\t\t(b)\tAt the later of the times specified below, replace at least one of the truss fittings in accordance with A54-99: \n\n\t\t\t\t\t\t(i)\tWithin 1,200 landings or 3,600 flight hours, whichever occurs first, \n\nor(ii)\tWithin one year after the effective date of this AD. \n\n\tB.\tAt the time of the next inspection required by paragraph A.1. through A.7. of this AD following the effective date of this AD, conduct an eddy current inspection of the vertical flange of the AUB7000-501 and/or AUB7000-502 truss fitting, as applicable, in accordance with the "Accomplishment Instructions" of McDonnell Douglas Alert Service Bulletin A54-103, dated March 7, 1990 (hereafter referred to as A54-103). \n\n\tC.\tAs a result of the inspections of the vertical flange required by paragraph B. of this AD, accomplish the following. Conduct subsequent inspections in accordance with the subparagraph applicable to the condition detected. \n\n\t\t1.\tIf no cracks are found in the vertical flange, conduct repetitive eddy current inspections of the vertical flange in accordance with A54-103 concurrently with each inspection required by paragraph A.1. through A.7. of this AD. \n\n\t\t2.\tIf crack indication(s) are found in the vertical flange, with no crack indication extending through the fillet radius into the horizontal flange and a crack indication exists in the horizontal flange, accomplish the following: \n\n\t\t\ta.\tPrior to further flight, install SR10540003-3 Rev. A. or B. and SR10540003-5 straps on the cracked AUB7000-501 truss fitting, or install SR10540003-4 Rev. A. or B. and SR10540003-6 on the cracked AUB7000-502 truss fitting, as applicable, in accordance with A54-103; \n\nand \n\n\t\t\tb.\tConduct repetitive eddy current inspections in accordance with A54-103 at intervals not to exceed 250 flight hours to monitor the crack propagation. \n\n\t\t3.\tIf crack indication(s) are found in the vertical flange, with no crack indication extending through the fillet radius into the horizontal flange; and if no crack indication exists in the horizontal flange; accomplish the following: \n\n\t\t\ta.\tPrior to further flight, install SR10540003-3 Rev. A. or B. and SR10540003-5 straps on the cracked AUB7000-501 truss fitting, or install SR10540003-4 Rev. A. or B. and SR10540003-6 on the cracked AUB7000-502 truss fitting, as applicable, in accordance with A54-103; \n\nand \n\n\t\t\tb.\tConduct repetitive eddy current inspections in accordance with A54-103 at intervals not to exceed 1,000 flight hours to monitor crack propagation. \n\n\t\t4.\tIf a crack in the vertical flange is found to have extended through the fillet radius into the horizontal flange: Prior to further flight, replace the cracked/repaired truss fitting with a new fitting and continue inspections in accordance with this AD. \n\n\tD.\tExcept as in provided in paragraph A.7, after the installation of a repair strap on the P/N AUB7000-501, or -502 truss fitting, replace the truss fitting in accordance with A54-99 prior to the later of the times specified in subparagraphs D.1. and D.2., below: \n\n\t\t1.\tPrior to the accumulation of 2,400 landings or 7,200 flight hours, whichever occurs first; \n\nor \n\n\t\t2.\tWithin 2 years. \n\n\tE.\tReplace the P/Ns AUB7000-501 and -502 truss fittings with P/Ns AUB7000-503 and -504 in accordance with A54-99, at the later of the times specified in subparagraphs E.1. and E.2., below. Such replacement constitutes terminating action for the repetitive eddy current inspections required by the AD. \n\n\t\t1.\tPrior to the accumulation of 9,000 landings or 30,000 flight hours, whichever occurs first; or \n\n\t\t2.\tWithin 6 years after the effective date of this AD. \n\n\tF.\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, P. O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications, C1-HDR (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tAirworthiness Directive 91-07-15 supersedes AD 90-13-03, Amendment 39-6634 which superseded 89-13-01 (Amendment 39-6235), and 89-05-53 (Amendment 39-6189). \n\n\tThis amendment (39-6961, AD 91-07-15) becomes effective on May 10, 1991.
86-25-06: 86-25-06 BELLANCA: Amendment 39-5489. Applies to the following models and serial numbered airplanes, certificated in any category, not equipped with an FAA approved drain valve for each wing main fuel tank and each wing auxiliary fuel tank: MODEL SERIAL NUMBERS (S/N) 17-30 All 17-30A S/Ns 30-263 thru 30-977 17-31 All 17-31A S/Ns 32-15 thru 32-172 17-31TC All 17-31ATC S/Ns 31-004 thru 31-155 Note: The serial numbers listed above may be prefixed by a two-digit number indicating the last two digits of the year of manufacture. Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent engine power loss due to the accumulation of water or other contaminants in the fuel system, accomplish the following: (a) For each wing main fuel tank and each wing auxiliary fuel tank not having an FAA approved drain valve of any style, install a flush quick drain valve as follows:(1) Drain the fuel tank. (2) Remove the fuel tank drain plug, AN 932-2, from the drain boss at the bottom aft portion of the fuel tank. For tanks comprised of interconnected cells, each cell having its own drain boss, remove the drain plug from the inboard cell of the tank. (3) Install a flush quick drain valve, P/N F391-18 or equivalent. Note: These pipe thread valves produced by Manufacturing Division, Inc. are available from Bellanca, Inc., Post Office Box 964, Alexandria, Minnesota 56308; Telephone (612) 762-1501. (4) Refuel the tank and check for leaks. (b) Fabricate and install a permanent placard in full view of the pilot, using letters with minimum 1/10 inch height, which states the following: "DRAIN ALL FUEL SUMPS BEFORE FIRST FLIGHT OF EACH DAY." (c) The requirements of paragraph (b) of this AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations (FAR) on any airplane owned oroperated by him. The person accomplishing these actions must make the appropriate aircraft maintenance record entry as prescribed by FAR 91.173. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Chicago Aircraft Certification Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018; Telephone (312) 694-7357. This amendment becomes effective on December 22, 1986.
2008-19-06: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Following the rupture of an alternator and vapour cycle cooling system pulley drive assembly, the AD 2008-0067-E had been published to require the replacement of the pulley drive assembly by a new one of an improved design. Recent cases of rupture of the alternator and vapour cycle cooling system compressor drive shaft and of cracks on the standby- alternator and compressor support have reportedly been found. Such failures could lead to the loss of the alternator and of the vapour cycle cooling systems, and could also cause mechanical damage inside the powerplant compartment. This AD requires actions that are intended to address the unsafe conditiondescribed in the MCAI.
91-02-03: 91-02-03 BOEING: Amendment 39-6853. Docket No. 90-NM-270-AD. \n\n\tApplicability: Model 767 series airplanes, listed in Boeing Alert Service Bulletin 767- 29A0054, dated March 26, 1990, and airplanes line numbers 308 and 311, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent fire caused by the chafing of wires on hydraulic components, accomplish the following: \n\n\tA.\tFor airplanes listed in Boeing Alert Service Bulletin 767-29A0054, dated March 26, 1990: Within 500 hours time-in-service after July 2, 1990 (the effective date of Amendment 39-6633, AD 90-13-06), perform the procedures required by paragraph C. of this AD. \n\n\tB.\tFor airplanes line numbers 308 and 311: Within 500 hours time-in-service after the effective date of this AD, perform the procedures required by paragraph C. of this AD. \n\n\tC.\tInspect the wire bundles in the aft fairing areas of the left and right engine struts to determine if sufficient separation exists between the wire bundles and hydraulic components, in accordance with Boeing Alert Service Bulletin 767-29A0054, dated March 26, 1990; Revision 1, dated May 24, 1990; or Revision 2, dated November 8, 1990. If adequate separation is not present, prior to further flight, repair, adjust the wire bundles, and install protective coverings on the wiring and hydraulic tubing in accordance with the Alert Service Bulletin. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operateairplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tAirworthiness Directive 91-02-03 supersedes AD 90-13-06, Amendment 39-6633. \n\tThis amendment (39-6853, AD 91-02-03) becomes effective on January 14, 1991.
95-03-10: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 95-03-10 that was sent previously to all known U.S. owners and operators of Textron Lycoming O-235 series reciprocating engines by individual letters. This AD requires a one-time inspection within the next 5 hours time in service to determine the part number (P/N) and revision letter of the push rod installed on the engine. All push rods with P/N 73806 and revision letters "V" or "W" must be replaced with serviceable parts. This amendment is prompted by reports of several failures of push rods. The actions specified by this AD are intended to prevent engine roughness and power loss, which could result in loss of the aircraft.
95-26-05: This amendment supersedes an existing airworthiness directive (AD), applicable to Robinson Helicopter Company (RHC) Model R44 helicopters, that currently requires revisions to the Limitations section, the Normal Procedures section, and the Emergency Procedures section of the R44 Rotorcraft Flight Manual, revised September 6, 1994. These revisions limit operations in high winds and turbulence; provide information about main rotor (M/R) stall and mast bumping; and provide recommendations for avoiding these situations. Additionally, emergency procedures are provided for use should certain conditions be encountered. This action would require similar revisions to the Limitations, Normal Procedures and Emergency Procedures sections required by the existing AD, but the revision to the Limitations section would prohibit only pilots without a certain level of experience and training from operating in the flight conditions specified. This action is prompted by data that indicates pilots who possess a certain level of experience and training are more able to recognize and react to the adverse meteorological conditions specified in the AD. The actions specified by this AD are intended to prevent M/R stall or mast bumping, which could result in the M/R blades contacting the fuselage causing failure of the M/R system and subsequent loss of control of the helicopter.
2010-23-18: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: During inspection in production and on in-service aircraft, a number of OverHeat Detection System (OHDS) installation non- conformities have been identified along the bleed air ducting. Some installation issues which may lead to a degraded leak detection capability have been reported. In case of hot air leakage, the potential degradation of the OHDS would not allow preventing damages to structure or components, and therefore could lead to an unsafe condition. * * * * * Nonconforming installation or a failure of the OHDS could allow undetected leakage of bleed air from the hot engine/auxiliary power unit causing damage to the airplane structure and various airplane components and systems. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
76-03-03: 76-03-03 MCDONNELL DOUGLAS: Amendment 39-2509. Applies to Models DC-10-10, DC-10-10F, DC-10-30, DC-10-30F and DC-10-40 airplanes, certificated in all categories. \n\n\tCompliance required as indicated. \n\n\tTo prevent possible jamming of the spoiler handle subsequent to ground spoiler deployment, accomplish the following: \n\n\tPART I. On those airplanes which incorporate a spoiler control assembly P/N ABH 7220-505 or ABH 7220-507 that has not been modified in accordance with McDonnell Douglas DC-10 Service Bulletin No. 27-119, dated May 29, 1975, or later FAA-approved revisions: \n\n\t(a)\tWithin 300 hours' additional time in service after the effective date of this AD, unless already accomplished, either \n\n\t\t(1)\tDeactivate the autospoilers and placard them inoperative per McDonnell Douglas AOL 10-108, Revision "C", or later FAA-approved revisions; or \n\n\t\t(2)\tPerform the functional check described in paragraph (3), below, and the corrective action set forth at paragraph (4), below, as necessary. \n\n\t\t(3)\tThe functional check is to determine if a condition exists where the spoiler handle cannot be disarmed and retracted subsequent to automatic ground spoiler deployment. The check is to be performed while the aircraft is on the ground. All three hydraulic systems must be pressurized for this check, and the flaps must be positioned to 25 degrees or less. \n\n\t\t\t(i)\tPlace all 3 throttle levers at the idle position. Place the spoiler/speedbrake lever at the retract position, and lift up to arm the spoiler/speedbrake lever, \n\n\t\t\t(ii)\tLift number 1 and 3 engine reverse levers to the reverse thrust position. Observe that the spoiler/speedbrake lever is driven aft and latches in the ground spoiler detent. \n\n\t\t\t(iii)\tAdvance number 2 engine throttle lever to at least 2 1/2 inches forward of the idle stop. Observe that the spoiler/speedbrake lever drops downward to unlatch from the ground spoiler detent and retracts completely and disarms as a result of number 2engine throttle advancement. \n\n\t\t(4)\tIf the spoiler/speedbrake lever does not react as indicated in the functional check specified in paragraph (3), prior to further flight either deactivate and placard the auto-spoilers inoperative per McDonnell Douglas AOL 10-108, Revision "C", or later FAA-approved revision or modify the speedbrake module assembly, as applicable, in accordance with McDonnell Douglas DC-10 Service Bulletin No. 27-52, dated May 23, 1973, and McDonnell Douglas DC-10 Service Bulletin No. 27-51, Revision 1, dated September 23, 1975, or later FAA-approved revisions, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(b)\tAfter the effective date of this AD, each time the unmodified speedbrake module assembly undergoes maintenance, prior to further flight conduct the functional check specified in paragraph (a). \n\n\t(c)\tAfter the effective date of this AD, prior to installation on an airplane, a spare speedbrake module assembly must be modified, as applicable, in accordance with McDonnell Douglas DC-10 Service Bulletin No. 27-52, dated May 23, 1973, and McDonnell Douglas DC-10 Service Bulletin No. 27-51, Revision 1, dated September 23, 1975, or later FAA-approved revisions, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tPART II. On all airplanes: \n\n\t(a)\tWithin the next 4000 hours' additional time in service after the effective date of this AD, unless already accomplished, identify and remove speedbrake module assembly P/N ABH 7178-505, ABH 7178-509 or ABH 7178-511, if installed, and replace with P/N ABH 7178-517, ABH 7178-519, ABH 7178-521, ABH 7178-523, or other part approved by the Chief, Aircraft Engineering Division, FAA Western Region. Following accomplishment of this action, the specified functional check requirements of paragraph (a)(3) in Part I of this AD may be discontinued. Thereafter normal maintenance procedures areto be followed. \n\n\tSpecial flight permits may be issued under FAR 21.197 and 21.199 for the purpose of operating the aircraft to a base to perform the requirements of this AD. \n\n\tThis amendment becomes effective February 17, 1976.
43-12-01: 43-12-01 DOUGLAS: (Was Service Note 4 of AD-669-3.) Applies to DC3A aircraft. \n\n\tAt each periodic inspection, check the elevator hinge brackets and if cracks are present the brackets should be replaced. Due to the possibility of vibration causing fatigue failures, continuous operation of the airplanes in the range of engine speeds between 1,300 and 1,600 r.p.m. should be avoided. A minimum engine speed of 1,700 r.p.m. during cruising flight is recommended. \n\n\t(Douglas Service Letter dated January 15, 1943, covers this same subject.)